EP3816315A1 - Alliages d'acier inoxydable, composants de turbocompresseur formés à partir d'alliages d'acier inoxydable et procédés de fabrication associés - Google Patents

Alliages d'acier inoxydable, composants de turbocompresseur formés à partir d'alliages d'acier inoxydable et procédés de fabrication associés Download PDF

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Publication number
EP3816315A1
EP3816315A1 EP20196305.5A EP20196305A EP3816315A1 EP 3816315 A1 EP3816315 A1 EP 3816315A1 EP 20196305 A EP20196305 A EP 20196305A EP 3816315 A1 EP3816315 A1 EP 3816315A1
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Prior art keywords
stainless steel
alloy
content
turbocharger
steel alloy
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EP20196305.5A
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German (de)
English (en)
Inventor
Pavan Chintalapati
Philippe Renaud
Piotr Gawron
Bjoern Schenk
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Garrett Transportation I Inc
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Garrett Transportation I Inc
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    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/40—Ferrous alloys, e.g. steel alloys containing chromium with nickel
    • C22C38/58—Ferrous alloys, e.g. steel alloys containing chromium with nickel with more than 1.5% by weight of manganese
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/40—Ferrous alloys, e.g. steel alloys containing chromium with nickel
    • C22C38/48—Ferrous alloys, e.g. steel alloys containing chromium with nickel with niobium or tantalum
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D6/00—Heat treatment of ferrous alloys
    • C21D6/004—Heat treatment of ferrous alloys containing Cr and Ni
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/001—Ferrous alloys, e.g. steel alloys containing N
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/02—Ferrous alloys, e.g. steel alloys containing silicon
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/04—Ferrous alloys, e.g. steel alloys containing manganese
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/22—Ferrous alloys, e.g. steel alloys containing chromium with molybdenum or tungsten
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C38/00—Ferrous alloys, e.g. steel alloys
    • C22C38/18—Ferrous alloys, e.g. steel alloys containing chromium
    • C22C38/34—Ferrous alloys, e.g. steel alloys containing chromium with more than 1.5% by weight of silicon
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/005—Selecting particular materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/007—Preventing corrosion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
    • F01D5/12—Blades
    • F01D5/28—Selecting particular materials; Particular measures relating thereto; Measures against erosion or corrosion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • F02B37/164—Control of the pumps by bypassing charging air the bypassed air being used in an auxiliary apparatus, e.g. in an air turbine
    • C—CHEMISTRY; METALLURGY
    • C21—METALLURGY OF IRON
    • C21D—MODIFYING THE PHYSICAL STRUCTURE OF FERROUS METALS; GENERAL DEVICES FOR HEAT TREATMENT OF FERROUS OR NON-FERROUS METALS OR ALLOYS; MAKING METAL MALLEABLE, e.g. BY DECARBURISATION OR TEMPERING
    • C21D2211/00—Microstructure comprising significant phases
    • C21D2211/001—Austenite
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/24—Casings; Casing parts, e.g. diaphragms, casing fastenings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D9/00—Stators
    • F01D9/02—Nozzles; Nozzle boxes; Stator blades; Guide conduits, e.g. individual nozzles
    • F01D9/026—Scrolls for radial machines or engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2300/00—Materials; Properties thereof
    • F05D2300/10—Metals, alloys or intermetallic compounds
    • F05D2300/17—Alloys
    • F05D2300/171—Steel alloys

Definitions

  • the present disclosure generally relates to stainless steel alloys. More particularly, the present disclosure relates to stainless steel alloys used for casting applications, for example turbine and turbocharger housings, exhaust manifolds, and combustion chambers, which exhibit oxidation resistance at elevated temperatures, and methods for manufacturing the same.
  • automotive or aircraft turbocharger components are subjected to elevated operating temperatures. These components must be able to contain a turbine wheel generating very high rotational speeds. Exhaust gas from the automotive or aircraft engine initially contacts the turbocharger in metal sections, such as the gas inlet area of the turbocharger, at elevated temperatures. As high-speed performance improves through exhaust temperature increase, there have been attempts to gradually raise the exhaust temperature of the engine. Due to these high temperatures, the thermal load on the parts such as the exhaust manifold and the turbine housing becomes very great.
  • prior art alloys used in turbocharger applications have included stainless steel alloys of higher chromium and nickel content, such as commercially available high chromium and/or nickel ductile iron casting alloys.
  • operating temperature refers to the maximum temperature of exhaust gas (barring the occasional higher transient temperatures) designed to be experienced by the turbine housing and blade components of the turbocharger.
  • These higher chromium and nickel stainless steels are primarily austenitic with a stabile austenite phase that exists well above the operating temperature, as well as minimal to no delta ferrite phase, which promotes corrosion/oxidation.
  • Stainless steel alloys of the 1.48XX series such as stainless steel 1.4848, are well-known in the art.
  • K273 with lower chromium and nickel content can be used for housing temperatures up to 1020°C.
  • K273 poses manufacturing concerns in terms of machinability.
  • laboratory oxidation tests indicated lower oxidation resistance of K273 in comparison with other stainless steels recommended for such high temperature applications.
  • TABLE 1 set forth below, provides the specifications for stainless steels 1.4848 and K273, in percentages by weight: TABLE 1. Composition of K273 and 1.4848 Stainless Steels.
  • an austenitic stainless steel alloy includes or consists of, by weight, about 20.0% to about 21.5% chromium, about 8.5% to about 10.0% nickel, about 4.0% to about 5.0% manganese, about 0.5% to about 2.0% silicon, about 0.4% to about 0.5% carbon, about 0.2% to about 0.3% nitrogen, and a balance of iron with inevitable / unavoidable impurities.
  • the elements niobium, tungsten, and molybdenum are excluded beyond impurity levels.
  • the alloy may include or consist of chromium in an amount of about 20.3% to about 21.2%, or about 20.5% to about 21.0%.
  • the alloy may include or consist of nickel in an amount of about 8.8% to about 9.7%, or about 9.0% to about 9.5%.
  • the alloy may include or consist of manganese in an amount of about 4.1% to about 4.9%, or about 4.2% to about 4.8%.
  • the alloy may include or consist of silicon in an amount of about 0.6% to about 0.9%.
  • the alloy may include or consist of carbon in an amount of about 0.42% to about 0.48%.
  • the alloy may include or consists of nitrogen in an amount of about 0.22% to about 0.28%.
  • a turbocharger turbine housing includes an austenitic stainless steel alloy that includes or consists of, by weight, about 20.0% to about 21.5% chromium, about 8.5% to about 10.0% nickel, about 4.0% to about 5.0% manganese, about 0.5% to about 2.0% silicon, about 0.4% to about 0.5% carbon, about 0.2% to about 0.3% nitrogen, and a balance of iron with inevitable / unavoidable impurities.
  • the elements niobium, tungsten, and molybdenum are excluded beyond impurity levels.
  • the alloy may include or consist of chromium in an amount of about 20.3% to about 21.2%, or about 20.5% to about 21.0%.
  • the alloy may include or consist of nickel in an amount of about 8.8% to about 9.7%, or about 9.0% to about 9.5%.
  • the alloy may include or consist of manganese in an amount of about 4.1% to about 4.9%, or about 4.2% to about 4.8%.
  • the alloy may include or consist of silicon in an amount of about 0.6% to about 0.9%.
  • the alloy may include or consist of carbon in an amount of about 0.42% to about 0.48%.
  • the alloy may include or consists of nitrogen in an amount of about 0.22% to about 0.28%.
  • a method of fabricating a turbocharger turbine housing include forming the turbocharger turbine housing from an austenitic stainless steel alloy that includes or consists of, by weight, about 20.0% to about 21.5% chromium, about 8.5% to about 10.0% nickel, about 4.0% to about 5.0% manganese, about 0.5% to about 2.0% silicon, about 0.4% to about 0.5% carbon, about 0.2% to about 0.3% nitrogen, and a balance of iron with inevitable / unavoidable impurities.
  • the elements niobium, tungsten, and molybdenum are excluded beyond impurity levels.
  • the alloy may include or consist of chromium in an amount of about 20.3% to about 21.2%, or about 20.5% to about 21.0%.
  • the alloy may include or consist of nickel in an amount of about 8.8% to about 9.7%, or about 9.0% to about 9.5%.
  • the alloy may include or consist of manganese in an amount of about 4.1% to about 4.9%, or about 4.2% to about 4.8%.
  • the alloy may include or consist of silicon in an amount of about 0.6% to about 0.9%.
  • the alloy may include or consist of carbon in an amount of about 0.42% to about 0.48%.
  • the alloy may include or consists of nitrogen in an amount of about 0.22% to about 0.28%.
  • compositional percentage is used herein to imply a variance in the stated compositional percentage by +/- 10% on a relative basis, or by +/- 5% on a relative basis, or by +/- 1% on a relative basis.
  • any compositional percentage used with the term “about” may also be understood to include the exact (or substantially the exact in terms of precision with regard to the decimal place) compositional percentage as stated, in some embodiments.
  • the present disclosure generally relates to austenitic stainless steel alloys suitable for use in various turbocharger turbine and exhaust applications.
  • Exemplary turbocharger turbine components in accordance with the present disclosure include turbine housing components and turbine exhaust components, which are subject to operating temperatures up to about 1020 °C in some applications.
  • the turbocharger turbine housing usually a cast stainless steel or cast iron, is often the most expensive component of the turbocharger. Reduction in cost of the housing will have a direct effect on the cost of the turbocharger.
  • turbine housing materials are usually alloyed with elements such as chromium and nickel in addition to other carbide forming elements, resulting in increased cost. Reducing the content and/or eliminating these expensive alloying elements will have a direct effect on the cost of the turbine housing.
  • Typical embodiments of the present disclosure reside in a vehicle, such as a land-, air-, or water-operating vehicle, equipped with a powered internal combustion engine (“ICE") and a turbocharger.
  • ICE powered internal combustion engine
  • the turbocharger is equipped with a unique combination of features that may, in various embodiments, provide efficiency benefits by relatively limiting the amount of (and kinetic energy of) secondary flow in the turbine and/or compressor, as compared to a comparable unimproved system.
  • an exemplary embodiment of a turbocharger 101 having a radial turbine and a radial compressor includes a turbocharger housing and a rotor configured to rotate within the turbocharger housing around an axis of rotor rotation 103 during turbocharger operation on thrust bearings and two sets of journal bearings (one for each respective rotor wheel), or alternatively, other similarly supportive bearings.
  • the turbocharger housing includes a turbine housing 105, a compressor housing 107, and a bearing housing 109 (i.e., a center housing that contains the bearings) that connects the turbine housing to the compressor housing.
  • the rotor includes a radial turbine wheel 111 located substantially within the turbine housing 105, a radial compressor wheel 113 located substantially within the compressor housing 107, and a shaft 115 extending along the axis of rotor rotation 103, through the bearing housing 109, to connect the turbine wheel 111 to the compressor wheel 113.
  • the turbine housing 105 and turbine wheel 111 form a turbine configured to circumferentially receive a high-pressure and high-temperature exhaust gas stream 121 from an engine, e.g., from an exhaust manifold 123 of an internal combustion engine 125.
  • the turbine wheel 111 (and thus the rotor) is driven in rotation around the axis of rotor rotation 103 by the high-pressure and high-temperature exhaust gas stream, which becomes a lower-pressure and lower-temperature exhaust gas stream 127 and is axially released into an exhaust system (not shown).
  • the compressor housing 107 and compressor wheel 113 form a compressor stage.
  • the compressor wheel being driven in rotation by the exhaust-gas driven turbine wheel 111, is configured to compress axially received input air (e.g., ambient air 131, or already-pressurized air from a previous-stage in a multi-stage compressor) into a pressurized air stream 133 that is ejected circumferentially from the compressor. Due to the compression process, the pressurized air stream is characterized by an increased temperature over that of the input air.
  • input air e.g., ambient air 131, or already-pressurized air from a previous-stage in a multi-stage compressor
  • the pressurized air stream may be channeled through a convectively cooled charge air cooler 135 configured to dissipate heat from the pressurized air stream, increasing its density.
  • the resulting cooled and pressurized output air stream 137 is channeled into an intake manifold 139 on the internal combustion engine, or alternatively, into a subsequent-stage, in-series compressor.
  • the operation of the system is controlled by an ECU 151 (engine control unit) that connects to the remainder of the system via communication connections 153.
  • Embodiments of the present disclosure are directed to improvements over the currently available stainless steel alloys for use in turbochargers having operating temperatures up to about 1020 °C.
  • embodiments of the present disclosure are directed to austenitic stainless steel alloys that have a chromium content and a nickel content that is less than stainless steel 1.4848 for cost considerations, and better machinability than K273 for manufacturing considerations.
  • the stainless steel alloys described herein include iron alloyed with various alloying elements, as are described in greater detail below in weight percentages based on the total weight of the alloy. Moreover, the discussion of the effects and inclusion of certain percentages of elements is particular to the inventive alloy described herein.
  • the austenitic stainless steel alloy of the present disclosure includes or consists of from about 20.0% to about 21.5% chromium (Cr), for example about 20.3% to about 21.2% Cr, such as about 20.5% to about 21.0% Cr.
  • Cr chromium
  • Chromium is provided, for example, to achieve the desired austenite phase for oxidation/corrosion resistance in the alloy when operating at relatively high temperatures, such as up to about 1020 °C.
  • the content of Cr increases, the content of similarly expensive Ni should be also increased to maintain the volume fraction, resulting in further cost increases.
  • Cr is added excessively, coarse primary carbides of Cr are formed, resulting in extreme brittleness.
  • a balance is achieved between sufficient austenite phase stability and prevention of delta ferrite phase formation (along with cost reduction) when Cr is provided within the above described ranges, for example from about 20.0% to about 21.5%.
  • the austenitic stainless steel alloy of the present disclosure includes or consists of from about 8.5% to about 10.0% nickel (Ni), for example about 8.8% to about 9.7% Ni, such as about 9.0% to about 9.5% Ni.
  • Ni is an element to stabilize the austenite phase, which as noted above is desirable to achieve the oxidation/corrosion resistance at high temperatures, along with the aforementioned Cr.
  • the decrement of Ni can be replaced by increasing the content of manganese and nitrogen that form the austenite phase.
  • Ni is excessively lowered, manganese and nitrogen would be excessively needed such that the corrosion/oxidation resistance and the hot formability characteristics are deteriorated.
  • a balance is achieved between sufficient austenite phase stability and casting considerations (along with cost reduction) when Ni is provided within the above described ranges, for example from about 8.5% to about 10.0%.
  • the austenitic stainless steel alloy of the present disclosure includes or consists of from about 4.0% to about 5.0% manganese (Mn), for example about 4.1% to about 4.9% Mn, such as about 4.2% to about 4.8% Mn.
  • Mn is provided for the stability of the austenite phase.
  • Mn is effective along with Si (which as described in greater detail below is included in the alloy of the present disclosure) as a deoxidizer for the melt, and it has a benefit of improving the fluidity during the casting operation.
  • Si which as described in greater detail below is included in the alloy of the present disclosure
  • Mn is combined with sulfur of the steel and forms excessive levels of manganese sulfide, thereby deteriorating the corrosion resistance and the hot formability.
  • the austenitic stainless steel alloy of the present disclosure includes or consists of from about 0.5% to about 2.0% silicon (Si), for example about 0.6% to about 0.9% Si.
  • Si has effects of increasing the stability of its metal structure and its oxidation resistance. Further, it has a function as a deoxidizer and also is effective for improving castability and reducing pin holes in the resulting cast products. If the content of Si is excessive, Si deteriorates mechanical properties of the alloy such as impact toughness of steel. As such, it has been found herein that a balance is achieved between sufficient mechanical properties, deoxidation properties, and casting considerations when Si is provided within the above described ranges, for example from about 0.5% to about 2.0%.
  • the austenitic stainless steel alloy of the present disclosure includes or consists of from about 0.4% to about 0.5% carbon (C), for example about 0.42% to about 0.48% C.
  • C generally provides hardness and strength to stainless steel and can form carbides with the metallic elements.
  • C has a function of improving the fluidity and castability of a melt. When provided excessively, however, C can make stainless steel brittle, rendering it more likely to crack during use in turbocharger applications. As such, it has been found herein that a balance is achieved between sufficient mechanical properties and casting considerations when C is provided within the above described ranges, for example about 0.4% to about 0.5%.
  • the austenitic stainless steel alloy of the present disclosure includes or consists of from about 0.2% to about 0.3% nitrogen (N), for example from about 0.22% to about 0.28% N.
  • N is one of elements that contribute stabilization of an austenite phase.
  • N is an element capable of improving the high-temperature strength and the thermal fatigue resistance like C.
  • N content is excessive, brittleness due to the precipitation of Cr nitrides may be encountered. As such, it has been found herein that a balance is achieved between austenite phase stability and corrosion/oxidation resistance, sufficient mechanical properties, and casting considerations when N is provided within the above described ranges, for example about 0.2% to about 0.3%.
  • Certain unavoidable/inevitable impurities may also be present in the austenitic stainless steel alloy of the present disclosure.
  • the amounts of such impurities are minimized as much as practical.
  • phosphorus (P) may be present in the alloy, but is minimized to about 0.03% or less, and is preferably minimized to about 0.02% or less. P is seeded in the grain boundary or an interface, and it is likely to deteriorate the corrosion resistance and toughness. Therefore, the content of P is lowered as much as possible.
  • sulfur (S) may be present in the alloy, but is minimized to about 0.03% or less, and is preferably minimized to about 0.02% or less. S in steels deteriorates hot workability and can form sulfide inclusions (such as MnS) that influence pitting corrosion resistance negatively. Therefore, the content of S is lowered as much as possible.
  • certain relatively-expensive carbide forming elements may be excluded beyond impurity levels. These include, for example, niobium, tungsten, and molybdenum, and any combination of two or more thereof may be excluded. It has been discovered that austenite phase stability, delta ferrite phase minimization, and sufficient mechanical and casting properties can be achieved without including these elements beyond levels that cannot be avoided as impurities, such as less than about 0.3%, less than about 0.1%, or less than about 0.05%.
  • Further specific elements that may be excluded from the alloy include one or more of aluminum, titanium, vanadium, cobalt, and/or copper, and any combination of two or more thereof may be excluded beyond levels that cannot be avoided as impurities, such as less than about 0.3%, less than about 0.1%, or less than about 0.05%, which percentage is dependent on the particular element under consideration.
  • the disclosed alloy may comprise the foregoing elements, in that other elements may be included in the alloy composition within the scope of the present disclosure.
  • the disclosed alloy consists of the foregoing elements, in that other elements beyond those described above are not included in the alloy (in greater than inevitable/unavoidable impurity amounts).
  • TABLE 2 sets forth the compositional ranges of an exemplary austenitic stainless steel alloy the present disclosure, in accordance with an embodiment of the description provided above (all elements in wt.-%). TABLE 2. Composition of the Inventive Stainless Steel Alloy. Elements Min (wt.-%) Max (wt.-%) Chromium 20.0 21.5 Nickel 8.5 10.0 Manganese 4.0 5.0 Silicon 0.5 2.0 Carbon 0.4 0.5 Nitrogen 0.2 0.3 Sulphur 0 0.03 Phosphorous 0 0.03 Iron / Impurities Balance
  • austenite phase content was tested for austenite phase content and delta ferrite phase content.
  • austenite phase it is desirable for the austenite phase to be stable at-and-above the intended design operating temperature of 1020 °C, whereas the delta ferrite phase should be substantially note present, or at least minimized as much as practical, in order for the stainless steel to be able to avoid corrosion/oxidation.
  • FIG. 2 is simulated phase diagram of an alloy in accordance with the present disclosure (20% Cr, 8.5% Ni, 4.5% Mn, 0.5% Si, 0.2% N, variable C from 0.0% to 1.0%, balance Fe) showing the phase constituencies (particularly austenite and delta ferrite) of the alloy over various temperatures ranging from about 400 °C to about 1600 °C as a function of carbon content.
  • the austenite phase remains stable well above 1020 °C, whereas the delta ferrite phase substantially is not present above 0.4% C.
  • the lower limit of 0.4% C is established as suitable for the embodiments of the present disclosure.
  • FIGS. 3A - 3D , 4A - 4D , 5A - 5D , and 6A - 6D are simulated phase diagrams of various alloys in accordance with the present disclosure showing the phase constituencies (particularly austenite and delta ferrite) of the alloys over various temperatures as a function of nitrogen content.
  • Mn content is 4.5%.
  • the C content is 0.5% and the Si content is 0.5%; and, with regard to FIGS. 6A - 6D , the C content is 0.5% and the Si content is 1.0%.
  • the material phase content is illustrated as a function of N content over various temperatures ranging from about 400 °C to about 1600 °C.
  • the full range of each of Cr, Ni, Si, C, and N, in accordance with embodiments of the present disclosure, are tested in various combinations, for purposes of determining the phase content, particularly with regard to the austenite phase and the delta ferrite phase.
  • the austenite phase remains stable well above 1020 °C, whereas the delta ferrite phase substantially is not present above 0.2% N.
  • the lower limit of 0.2% N is established as suitable for the embodiments of the present disclosure, and further the ranges of Cr, Ni, Si, C, and N are established as suitable for the embodiments of the present disclosure.
  • embodiments of the present disclosure provide numerous benefits over the prior art, including the minimization of expensive nickel content, while maintaining desirable material properties for use as turbocharger turbine components, such as housing components or exhaust components.
  • the disclosed alloys maintain a stable austenite material phase above the intended temperature of operation, such as 1020 °C, while substantially minimizing the corrosion/oxidation-prone delta ferrite material phase.
  • embodiments of the present disclosure are suitable for use as a lower cost alloy for turbocharger turbine components, such as turbocharger turbine housing, for design operations of up to about 1020 °C.

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EP20196305.5A 2019-10-30 2020-09-15 Alliages d'acier inoxydable, composants de turbocompresseur formés à partir d'alliages d'acier inoxydable et procédés de fabrication associés Pending EP3816315A1 (fr)

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EP4296398A1 (fr) * 2022-06-22 2023-12-27 Garrett Transportation I Inc. Alliages d'acier inoxydable, composants de turbocompresseur formés à partir des alliages d'acier inoxydable et leurs procédés de fabrication

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EP3196327A1 (fr) * 2016-01-20 2017-07-26 Honeywell International Inc. Alliages d'acier inoxydable, carters de turbine de turbocompresseur formés à partir d'alliages d'acier inoxydable et procédés de fabrication associés

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US3969109A (en) * 1974-08-12 1976-07-13 Armco Steel Corporation Oxidation and sulfidation resistant austenitic stainless steel
US5019332A (en) * 1988-03-16 1991-05-28 Carpenter Technology Corporation Heat, corrosion, and wear resistant steel alloy
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Publication number Priority date Publication date Assignee Title
EP4296398A1 (fr) * 2022-06-22 2023-12-27 Garrett Transportation I Inc. Alliages d'acier inoxydable, composants de turbocompresseur formés à partir des alliages d'acier inoxydable et leurs procédés de fabrication

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